Hydraulic governor



Aug. v11', 1925.

F. w. MURRAY HYDRAULIC GOVERNOR Filed June'is, 1 2 7 ShetsSheet 1 W v n Aug. 11; 1925.

F. W. MU RRAY HYDRAULIC GOVERNOR Filed June 13, 1923;

'7 Sheets-Sheet 2 I attorney Aug. 11, 1925. 1,549,724

F. w; MURRAY HYDRAULIC GOVERNOR Filed June 15, 1 2 v Sheets-Sheet a 5 u w 6 t 5 3 w n e. 6 4. 6 m W a lake I F. w. MURRAY HYDRAULIC GOVERNOR Aug. 11, 1925. 1,549,724

Filed June 13, 1 7 Sheets-Shed 4 uento'r Aug. 11, 1925.

F. w. MURRAY HYDRAULIC GOVERNOR 7 Sheets-Sheet 5 Filed June 15, 1923 4 9 n Q m m Q I: a 5 H N W; 1 II!!! 7 r mm m,

,Aug. 11, 1925.

7 Sheets-Sheet Filed June 13 1925 $4 4 .Zzz 2 o 2 5 0 L w o a 6 y H m 5 3 wueql'oz 3% mlwww attorney Aug. 11.1925

1,549,724 F. w. MURRAY HYDRAULIC GOVERNOR Filed June 13, 1923 7 Sheets-Sheet 7 Patented Aug. 11, 1925.

FREDERICK WL MURRAY, OF FAIRFAX, .VIRGINIA,- ASSIGNOR TOi'l fiElvflLLERaTRAlibl' CONTROL CORPR-ATION,- O13 S'EAUNTON,.VIRGINIA,1.ALCORPORATION.0F VIRGINIJL,

HYDRAULIC GOVERNOR:

Application filed June 13,

To'aZZ whom it may concern Be it that I, Fnnnnnron 1 V. hlnnnnr, a citizen of the United States, residing at Fair-. tax, in the county of Fairfax and State oi Virginia, have invented certain new and use-. ful Improvements inI-lydraulic Governors, of which the following is a specification,

This invention relate-s to hydraulic governors, and more particularly to ayspeed governor controlled by the volume of liquid delivered by a pump connected to a movable part, of thew elude, the. speedfof which is to be controlled.

An object of theinvention is toprovide an'appanatus consisting of a cylinder, a piston in'the cylinder the cylinder having an opening controlled by an adjustable valve providing a constant leakof fluichand being further provided with-a variable opening controlled by the movement of the piston whereby a greater amount of fluid is delivered from thecylinder as the piston rises to take care of the increased volume of fluid admitted at higher speeds Thenpiston is provided with apistonrod projecting from the, cylinder which may be connected to any suitable mechanism to apply brakes, cut off the. feed of fuel, or. control. theaspeedin any other desired way. Forthe, purposeot illustration, .1 have shown the apparatus. connected to. a train. control system oft-he type described and claimed inthe patentto lVilliamB. Murray, granted June'T, 1921, No. 1,380,578. The piston rod is adapted to control the opening of a valve which -is connected to a pressure cylinder torminga apart of the train control system whereby .theengineers brakevvalve is op: erated by the reduction of pressure in the pressure .cylinderi,

In the accompanying drawings, I'have shown several embodiments of the invention. Inthis showing Figure 1 is aside elevation 01'': arportionoi locomotive and tender having a train control system arranged thereon and showing the. governor applied,

Figure 2, is a 1 vertical =sectional view through the governor mechanism ;on line 2-2 oi? Figure 1,

Figure 3 is. a. vertical sectional-view on an enlarged-scale. of ameteringtube which cooperates witlrthe piston to increase the size of the opening when the, piston rises Figure i is a vertical SBCt-lOllill viewcon 1923., Serial No. 645,151.

line 4l l of; Figure 2, parts being being shown broken away,

Figure 5 is a. detail view of a. cylinder connected tothe pressure cylinder of the train control system,

Figure 6 is a horizontal sectional view on line 6--6 of FigureQ,

Figure 7 is a side elevationof the cylinder shown in Figure 5 of the drawings and the mechanism associated therewith,

Figure 8 is a horizontal sectional view on line 8-8 of Figure 2,

Figure 9is a. detail view of a solenoid armature and the parts associated.therewith,

Figure 10 is a perspective view of a supplemental cam and latching mechanism therefor,

Figure 11 is aside elevation showing the mechanism within the upper cylinder or cats ing looking in the opposite direction from Figure 2, the casing being shown broken away,

FigureIlQ is a view similar toiFigure 11 looking in the opposite direction,

Figures 13 to 16 are detail sectional views of; different, forms of metering tubes,

Figure 17 is a side elevation, partly in section, of the train controlling system, to which the device is applied,

Figure 18 is a front elevation, partly in section, of a shoe by means of which the train controllingapparatus is actuated,

Figure 19 is a vertical sectional view on lin 19 49, of Figure 18, and,

Figure 20. is a diagrammatic view illustrating the electric circuit.

Referringto Figures 1 and 1'? of the drawings, the reference numeral 1 designates generally a locomotive having a. tender 2 secured thereto in the usual manner. The locomotive and tender are adapted to travel on tracks 3.v Thelocomotive is provided with the usual engineers' air brake-waive i, having an operating handle 5. A drum or pulley .6 is rotatably mounted on the top of the valve casing and is provided with an arm 7 extending behind the handle or lever 5, whereby rotation of the-druin will turn the handle and set the brakes A pressure cylinder 8 is arranged adjacent the air brake valve and is connected to the air tank by -means of a pipe 9. As shown, the pipe, 9 communicates witha passage 10 extending to the top of the cylinder. The upper end or the cylinder is closed by a head 11 having a central boss 12. A piston 13 is arranged within the cylinder and this piston is provided with a piston rod 14 extending through the boss 12. The piston rod is adapted to be surrounded by suitable packing 15 held in position by a packing gland 16 and a packing nut 17. As shown, the packing nut engages threads formed on the exterior of the boss 12. The inner end of the boss is surrounded by a suitable strip of packing 18. A bracket 19 is supported on the top of the cylinder and a steel roller 20 is j ournaled on a pin 21 carried by this bracket. A chain 22, preferably formed of steel, is connected to the piston rod. As shown, the piston rod is provided with a slot 23, in its upper end, and one end of the chain is secured in this slot by means of a rivet 24 or other suitable fastening element. The end of the chain is secured to the drum 6, arranged on the top of the air brake valve. A bracket 25 is secured to the casing of the air brake valve, and extends upwardly. The brackets 19 and 25 are adapted to receive and supporta cover plate 26 arranged over the chain and drum.

A valve casing 27 is arranged adjacent the cylinder 8. This valve casing is provided with a main inlet passage 28 extending through the cylinder "all to the bottom and connminicating with the interior of the cylinder through a port 30. The piston 13 is provided with a restricted port 31 whereby the lower portion of the cylinder communicates with the upper portion to normally establish a balanced pressure therein. The valve casing is provided with a main valve seat 32 arranged in a port 33 connecting the main inlet passage to a chamber 3 t. This chamber is provided with an outlet 35 communicating with a pipe or conduit The bottom of the chamber is closed by a plate 37 having an opening 38 therein. The upper end of this opening is provided with a valve seat 39 and a port 4-0 extends through the plate 37 to a secondary chamber ll. A whistle 42 is arranged on the valve casing and communicates with the secondary chamber ll. A valve member i3 is arranged in the valve casing and is provided with a valve 14, adapted to engage the valve seat 32. The lower end of this member is provided with a valve 45, adapted to engage the valve seat 39. The valve member is provided with a downwardly projecting valve stem 46 which extends through the opening 38. The main valve 44- is noiinally in the open position shown in Figure 17 or the drawings and is adapted to be controlled by a solenoid 47. This magnet is provided with a core 48 which is raised when the magnet is energized. A guide 19 is supported in the upper portion of the magnet and a pin 50 extends through this guide. When the core of the magnet is raised, this pin is lifted to engage the valve stem 46 and close the valve 4a. The core of the magnet is provided with a depending portion 51 projecting from the bottom of the magnet casing to permit manual operation of the valves.

The upper portion of the valve casing is provided with a port 52 connnunicating with a transverse port 53 in the top of the cylinder. The valve casing is closed by a cap 54;, the interior of which is hollow, torming an auxiliary chamber 55. This chamber is provided with a small bleed opening 56 that extends into the main outlet port 35 and thus communicates with the conduit or pipe 36. A port 57 extends inwardly beyond the bleed opening 56 and communicates with a passage 58 extending into the chamber The upper end of this passage is provided with a valve seat 59 and a valve 60 is normally in engagement with this seat. The valve is provided with a downwardly projecting stem 61, extending into the main inlet passage 28, and this stem is adapted to be engaged by an extension 62 of the main valve when the main valve is raised. The upper end of the valve 60 is provided with an extension 63 which is received in a recess in the cap.

Referring in detail to Figures 18 and 19 of the drawings, the pipe or conduit 36 communicates with a shoe arranged on a portion of the locomotive or tender and adapted to engage inclined ramps disposed at spaced intervals along the track. hen the shoe is raised, the lower end of the pipe is open to the atmosphere. The pipe or cont uit may be formed of sections of hose or other flexible material to permit ease of removal and these sections are connected to each other by couplings 65 of any desired type. The shoe is mounted on a bracket 66 which, as shown in Figure l of the drawings, is illustrated as mounted on the tender 2. The bracket is arranged relatively close to the ground whereby the shoe will be engaged by a ramp extending a slight distance above the ground. As shown, the shoe comprises a substantially cylindrical member 67 having flanges 68 formed on opposite sides. These flanges are provided with slots 69 to permit adjustment of the shoe in assernbling. Bolts70 pass through these OpCDlDgS and are received in the bracket 66. These bolts are retained in position by means of nuts 71. Suit-able insulation may be arranged between the shoe and the bracket to insulate the shoe from the vehicle. The shoe is provided with a removable cap 72 which is retained in position by means of bolts 73. These bolts pass through a flange 7 4t formed on the bottom of the cap and are received in openings in the body portion of the shoe, the piston being provided with suitable packing 76 to prevent leakage of air. A coil spring 77 is arranged between the top of the piston and the cap; The conduit 36" plate is provided with a horizontal.

portion 88; A flange 89is arranged at one end of the horizontal portion of the plate- Similar. flanges 90 are arranged .on opposite sides of the plate. A shoe 91 formed of 'hard metal is supported beneath the plate 88" between the side flanges '90 and abut-ting'the flange 89. A removable plate 92' is arranged opposite the flange .89 and bolts 93 are passed through the shoe, the plate 92 and. the flange 89 to retain the insert plate 91 in position; Nuts 9 1- are arranged on the ends ofthese bolts. The piston is provided with a longitudinalport 95" extending downwardly from the top 'and a ball valve 96 is arranged in the lo-wer'pon" tion of this port. The ball valve is normally retained in closed position by a spring 97.

The speed control mechanism consists of an upper casing 98 and a governor casing or cylinder 99." The casing:;98 is opento the atmosphere and is connected to the pressure oylind'er by means of. a pipe 99' and a branch pipe 100. This branch pipe communicates with a valve casinglOl arranged within the casing 98 having a valve seat 102' formed at its outlet end' Avalve 103 engages this seat and isnormally retained in a closed position by means of a spring 104:. It will be apparent that when the. valve 103 is opened, the pressure in the pressure cylinder 8 will belowered and the piston 13 lowered in the cylinder to operate the engineers air brake valve.

The hydraulic governor cylinder .99 forms a reservoir foroil, water, or other fluid pret erably kerosene oils, employed in the gover nor and anoperating cylinder 105 is arranged therein. The operating cylinder is arranged within the reservior for convenience of construction and'forprotection, butthis feature of construction. is not essential and the invention is in no way limited thereto. The lower end of the outer cylinder or reservior is closed by a plate 106 andthis plate is provided with an inlet passage 107 communicating with the operating cylinder, through a port 108- The outer end of the passage 10? is connected to a pipe 109- (see Figure 1) througha union or coupling 110. This pipe is connected to the outlet side ofa pump 111 mountedon the vehicle and driven from an axle 112 by a chain 113. The pump may beof any standard construction of the uni directional type whereby the fluid zvill flo' w in one direction regardless of the direction in Which-the vehicle travels. The inlet-end of the pump is connected to a pipe 1141 which communicates with the rese-rvior 99, as indicated at 115 (see Figure 8). A piston 116 is arranged within the operating cylinder of the governor and this piston is provided wit-h a piston rod .117 extending through the cylinder head and througha guide 118 into the casing 98 of the speed control mecha nism.

The piston rod is surrounded by a spring 119 which normally tends to hold it in lowered position. A packing ring 119-is arranged on the bottom of the piston to retain it spaced l'rom the bottom of the operating-cylinder, and thus provide a passage through the cylinder at all times. The lower end of the piston rod is provided with a recess or cut-out portion 120 adapted to receive a metering tube 121 shown in'detail in Figure 3 of the drawings. As Sl1OW11,'i)l1. metering tube is tapered toward its upper end. A. ring 122 is secured to the piston and surrounds the metering tube, the inner face of the ring being beveled as at 123, and being adapted to snugly fit the tube adjacent its lower end when'the piston is at the bottom of the cylinder. At spaced intervals, the metering tube provided with projecting rings 12% and 125, for a purpose to be described. The operating cylinder is provided with an outlet port communicating with a passage 12? in the plate ice. The outer end of this passage is closed bya plug 128. The passage communicates with a tube 129 extending into the reservoir to a point adjacent its top. A threaded valve member 130 extends through the top or the reservoir in alinement with the end of the tube 129. This valve member is adapted to be locked in a desired position by means 0tv a nut 130. The metering tube is supported in a threaded sleeve 132 arranged within reduced portion 133'formed on the lower end of the. operating cylinder and received in-an opening in the plate 106. The lower end or the sleeve 132 is. closed by a plug 134. The metering tube is provided with'a plurality of openings 135 communicating with a UllClUll'fBlential groove 136 formed in the sleeve 132. This groove in turn communicates with a port 18? in the reduced portion of the operating cylinder 133. andthis port communicates with a passage 158extending radially through the plate 106. The outer end of the passage 138 is closed by a plug 139. This passage is connected to a tube 14-.0 extending into the reservoir and having openings 141 formed therein adjacent the top ol the reser voir. The operating cylinder isfnrther pro vided with an emergency outlet 1e2'communicating with a passage 1 13 in the plate 106. The end 01 this passage is closed by a plu 1414. This passage communicates with a tube 1 15 extending upwardly in the reservoir to a point adjacent its top. A plug 146 is arranged in the head of the reservoir in alineinent with the tube 1A5 and this plug is provided with a recess adapted to receive a coil spring 117. A ball valve 118 is arranged beneath the spring 1:17 and normally engages the end oi the tube to close it.

Within the casing of the speed control, mechanism, the piston rod 117 is surrounded by a sleeve 11-9 which as shown, is slightly spaced therel'roin. The sleeve 1419 is secured to the piston red by means of a pin and is adapted to move therewith. A second sleeve 151 is arranged in the space between the piston rod and the sleeve 1 19 and this second sleeve is secured to tae casing by means of b0 ts The inner sleeve is provided with a. slot 158 adapted to receive a pin 15 1 carried by the outer sleeve hereby the piston rod and its associated parts are prevented from rotating. A main cam 15% is carried by the outer sleeve 1 1-9 and this cam is engaged by a roller 15' mounted on the end of a bell crank lever 156. A spring 157 is arranged beneath the other end of the bell crank lever to normally maintain the roller in engagement with the cam. shown, the bell crank lever is pivotally mounted on a pin 158 supported in a suitable bracket 159 extending upwardly from the bottom of the casing 98. The lower end of the cam is provided with a high portion 160 which is adapted to engage the roller 155 when the piston and piston rod move upwardly due to an increased speed and swing the bell crank lever on its pivot to depress the free end or the bell crank lever. As shown (see Figure 2), this end of the bell crank lever engages the stem or the valve 108 to open the valve when the lever is swung on its pivot and apply the brakes.

An auxiliary pressure cylinder 161 is mounted in the casing 98 and is connected to the main pressure cylinder 8 of the train control mechanism through the pipe 99 and a branch pipe 162 whereby pressure is maintained in the cylinder 161 equal to the pres sure in the bottom of the cylinder 8. A piston 163 is arranged in the cylinder. A piston rod 16% is connected to the piston and extends through the cylinder head 165. The piston rod is surrounded by a coil spring 166 which forces the piston downwardly in the cylinder when the pressure is lowered. The upward movement or the piston is limited by a plate 167 secured to the piston and projecting through a slot 168 1D. the cylinder wall. An arm 169 is secured to the upper end of the piston rod and a lever 170 is pivotally connected to this arm. The lower end of this lever is received in well 171 and the lever is normally forced toward the front of the well by a spring 172. The lever is provided with a slot 178 having a shoulder 174 formed therein. An auxiliary cam 175 is secured to a pivot pin 176, arranged in a recess in the main cam 151-. The pin 176 projects beyond the side of the main cam and is provided with an arm or lever 177, having a pin or lug 178 formed thereon. This lug is arranged in the slot 17 3 and is adapted to be engaged by the shoulder 17% (see Figure 7). When the fluid is exhausted from the main pressure cylinder 8 and the auxiliary pressure cylinder 161, the downward movement of the piston 163 causes the arm 177 to rotate the pin 176 and move the auxiliary cam 175 to the dotted line position shown in Figure 2 of the drawings, whereby only slight upward movement of the piston rod 117 is necessa y to swing the bell crank lever 156 on its pivot and open the valve 103. If the speed of the locomotive is sun' icient to have raised the piston before the fluid is exhausted, the engagement of the roller 155 with the auxiliary cam 175 will retain the valve 198m open position until the speed of the locomotive is reduced to the minimum speed.

The supplemental cam is adapted to be retained in an'operative position by means 01 a latch 179 mounted on a pin 180. This pin is rotatably mounted in the main cam and is provided with a sleeve 181 on one end carrying a depending pin 182. A solenoid 183 is arranged within the casing and this solenoid is provided with a core or armature 18 1. The armature is normally maintained in raised position by means of a spring 185 but is moved against the tension 01' the spring when the armature is energized. An arm 186 is secured to the armature and this arm is secured to a shaft 187 journaled in a suitable bearing or bracket 188 on the top of the solenoid whereby the shaft will be revolved when the armature is operated. An arm or crank 189 is secured to the end of the shaft 187 and the side of this arm is provided with a projecting finger or lug 190. The arm 189 is provided with a laterally offset lower end 191. Arm 192 is pivotally connected to the arm 189 by means of a pin 198 and is arranged substantially parallel thereto. This arm is pi"- vided with a laterally offset end 19 1 overlying the oflset end 191. The oiiset end 194 is provided with an opening 195 to receive the arm or pin 182 and return the latch 179 to an inoperative position when the magnet 183 is energized. A yoke 196 is secured to the other end of the shaft 180 and this yoke is adapted to engage a lever 197 when the latch is in operative position. As shown, the lever 197 is pivotally mountdownwardly .ed in a bracket 198 and retained in operativeposition by a. spring 199.

In Figures 13 to 16, I' haveshown several alternate forms of metering tubes which may be used in place of thetube 121. In Figure 13, I have shown a tube 200, the outer wall of which tapers at a uniform rate throughout its length. In Figure 14,

I have shown a similar tube 201 provided with spaced series of openings 202. In the 'form bf the invention shown in Figure 15 of the drawings, 'there is provided a tube of varying tape-rs. As shown, the tube is provided with surfaces 203,204, 205 and 206, which are successively smaller in diameter 'than' the adjacentflower surfaces and which taper upwardly. In Figure '16 of'the drawings, I have shown a tube 207having spaced circumferential grooves 208.

Referring to Figure 20 of the drawings, era-mp 209 is arranged beside the track 3,

the ramp being positioned at a suitable braking distance in front of the block 'to be controlled thereby and is energized when the block is clear and deenergized when the block is occupied by another train or when the track circuit of'tlre'block is open for any other reason. As shown,-a ramp circuit is provided consisting ';of a source bf current 210, having suitable lead wires 211 connected thereto. A relay 212 is arranged in, the track circuit (not shown) and controls a switch 213 in one of the lead wires211. This lead wire is connected to the ramp and the otherlead wire is connected to the track. A lead wire 214' connects the shoe and the solenoid 183. This solenoid is arranged in series with the solenoid ormagnet' The 47 of the train stopping mechanism. solenoid 47 is in turn grounded on the frame of the locomotive by means of a wire 215.

The operat-ionof the train stopping mechanism is substantially similar to that described in Patent No. 1,380,578 and will be briefiy described. When the shoe is raised by a ramp, the piston moves upwardlyin the cylinder 67 and permits communication'between'the chamber 81 and the outlet 82. If the ramp is deenergized, the valve 44 remains in an open position and the fluid is eX- haust'ed from the bottom o-fthe pressure cylinder 8, lowering the piston andmoving the handle 50f the engineers air brake valve to an operative position. Norm-ally the fluid from the reservoir jdeliveredto the pressure cylinder through the pipe 9 passes through the opening 31 in the piston to provide a balanced pressure in the cylinder 8 and build up a pressure in the pipe 36. When anenergized ramp is passed, the valve44 engages the valve seat, 32 preventing the pressure'in the cylinder from being lowered and the brakes are not applied.

In normal operation, the pump 111 delivers fluid to the operating cylinder of the governor through pipe 109 and passage 107.

The outlet end of the tube 129 provides a constant leak from the operating cylinder which may be controlled by the threaded plug 130, thus permitting a variation of the minimum speed of the train. As the speed of the train increases, the volume of fluid delivered to the operating cylinder of the governor is greater andthe piston is raised in the cylinder 105. This increase in flow is taken care of by the metering tube 121. When 'thepiston is in its lowermost position, the ring 122 barely engages the exterior of the metering tubewhereby substantially no liquid passes through the recess 120 of the piston into the top of the metering tube. The tapered surface of the metering tube provides an opening of increasing diameter,

as the piston moves upwardly. The liquid passes through the metering tube to the groove 136 of the pipe or cylinder 132 and thence to the reservoir through the passage 138 and the pipe or tube 140. The rings 124 and 125 temporarily decrease the size of the opening provided by the metering tube and give an impetus to the upward movement j cylinder S'by means ofpipes 99 and 100, the

opening of valve 103 releases the fluid in the bottom of the pressure cylinder and applies the brakes in the manner heretofore described. It will thus be seen that the upward movement of the'piston provides a speed controlled automatic stop which may be regulated to operate at any desired speed.

The auxiliarly cam forms a part of the train stopping mechanism and is moved to an operative position after passing a deenergized ramp to prevent the engineer from running the train above a minimum speed during thenext block. When the train passes a deenergized ramp and the fluid is exhausted from the pressure cylinder 8, the

fluid incylinder 161 is also exhausted causing the piston 163 to be lowered by the 'spring166. This moves the arm downwardlyand the engagement of the lug 178 and "the shoulder 174 swings the auxiliary cam on its pivot to the dotted line position, whereby it will engage the roller 155 ata materially lower speed, such as a speed of 30 miles per hour, and open the valve 103. If the speed of the-locomotive is above the minimum speed when the auxiliary cam is "moved to an operative position, the roller 153 remains in engagement with the cam and the valve 103 is retained in an open position until the speed decreases to a point where the roller and cam are disengaged, thus preventing the engineer from releasing the brakes and proceeding at a rate of speed above the minimum speed. Vhen the auxiliary cam moves to an operative position, the latch 179 is moved, by gravity, to the operative position shown in Figure 10 of the drawings. lVhen the train reaches an energized ramp indicating normal track conditions ahead, the solenoid 183 is energized and the shaft or pin 187 revolved by the downward movement of the armature 18 1. This moves the arms 189 and 192 in a counter-clockwise direction (see Figure 9) and swings the latch 1'79 to an inoperative position. lVhen the latch is in an operative position, the yoke 196 is in a substantially horizontal position, as shown in Figures 10 and 12. If the sleeve 1 19 and cam 15 1' are raised by an increase in speed, the yoke will be raised above the upper end 01 the arm 198. lVhen the cam descends, due to a decrease in speed, the yoke engages the upper end of the lever 198 to swing the yoke and shaft 180 in a counter-clockwise direction and return the latch 179 to an inoperative position.

When the metering tube shown in Figure 13 of the drawings is employed, there is a constant increase in the size of the opening between the metering tube and the ring 122, as the piston moves upwardly. By providing the openings 202, as shown in Figure 1 1 of the drawings, the upward n'rovement of the piston is retarded when the rings approach these openings, and the leakage through these openings causes a slower movement of the ring after the openings have been passed. lVhen a metering tube of the form shown in Figure 15 of the drawings is employed, the opening between the ring and the tube increases constantly as the piston travels over any one surface. hen the end of one surface is reached, the movement of the piston is re tarded due to the uneven increase in the size of the opening and further upward movement of the piston does not take place until the speed becomes proportionate to the increased size of the opening. The junction of two surfaces may be arranged at a point where the movement of the piston is to be retarded for a desired purpose.

Such as a point corresponding to the minimum speed or maximum speed. hen the metering tube is provided with the grooves 208, the movement of the piston is retarded as the ring passes the grooves, but the piston moves at its former rate of speed as soon as the ring is above the grooves.

It is .to be understood that the form of the invention herewith shown and described is to be taken as a prferred example of the same, and that various changes in the shape, size, and arrangement of parts may be resorted to Without departing from the spirit of the invention or the scope of the subjoined claims.

I claim:

1. A hydraulic governor comprising a casing, a movable member mounted therein and adapted to be actuated by fluid passing through said casing, means controlled by the apparatus to be governed to vary the volume of fluid delivered to said casing, said casing being provided with an outlet of constant size, and means controlled by the movement of said movable member to permit additional discharge from said casing in varying amounts.

2. A hydraulic governor comprising a casing, a movable member mounted therein and adapted to be actuated by fluid passing through said casing, means controlled by the apparatus to be governed to vary the volume of fluid delivered to said casing, said casing being provided with an oulet of constant size, means for adjusting the size of said outlet, and means controlled by the movement of said movable member to permit additional discharge from said casing in varying amounts.

3. A hydraulic governor comprising a casing having an outlet of constant size, a piston mounted in said casing, said casing being provided with a second outlet vary ing in size according to the position of said piston, a pump connected to a part of the apparatus to be controlled, a reservoir arranged adjacent said casing, and connections between said reservoir, said pump, and said casing.

4. A hydraulic governor comprising a a casing having an outlet of constant size, means" for adjusting the size of said outlet, a piston mounted in said casing, said casing being provided with a second outlet varying in size according to the position of said piston, a pump connected to a part of the apparatus to be controlled, a reservoir arranged adjacent said casing, and connections between said reservoir, said pump, and said casing.

5. A hydraulic governor comprising a cylinder, a piston mounted in said cylinder, said cylinder being provided with an outlet of constant size, the lower face of said piston being provided with a recess, a tapered metering tube arranged in the bottom of said cylinder and extending into said recess, and a ring carried by said piston and surrounding said tube.

6. A hydraulic governor comprising a cylinder, a piston mounted in said cylinder, said cylinder being provided with an outlet of constant size, the lower, face of said piston being provided with recess, a meter ing tube arranged in the bottom of said cylinder and extending into said recess, said metering tube being tapered toward its upper end, a ring carried by said piston and surrounding said metering tube whereby the discharge of liquid through said tube Will increase as the piston is raised in said cylinder, and means for varying the rate of increase in the discharge of liquid through said tube.

7. A hydraulic governor comprising a reservoir, a cylinder arranged Within said reservoir, and communicating therewith, a piston mounted in said cylinder, a pump operatively connected to a part of the apparatus to be governed and adapted to de liver fluid to said cylinder, said cylinder being provided With an outlet of constant size, said piston being rovided With a recess in its lower face, anc a metering tube extending into said recess.

8. In a hydraulic governor, a cylinder, a reservoir surrounding said cylinder, a piston mounted in said cylinder, said cylinder being rovided With an inlet opening, said cylinc er being further provided with an outlet opening arranged adjacent the bottom, a tube connected to said outlet open-' ing and extending into said reservoir to a point adjacent the top thereof, and additional means for discharging fluid from said cylinder into said reservoir, said additional means being variable and being con trolled by the position of the piston in the cylinder.

9. In a hydraulic governor, a cylinder, a reservoir surrounding said cylinder, a piston mounted in said cylinder, said cylinder being provided With an inlet opening, said cylinder being further provided with an outlet opening arranged adjacent the bottom, a tube connected to said outlet opening and extending into said reservoir to a point adjacent the top thereof, the lower face of said piston being provided with a recess, and a metering tube arranged in the bottom of said cylinder and extending into said recess, said metering tube communicatin with said reservoir.

10. A hydraulic governor for locomotives comprising a casing, a movable member mounted therein and adapted to be actuated by fluid passing through said casing, means controlled by the speed of the locomotive to vary the volume of fluid delivered to said casing, said casing being provided With an outletof constant size, means controlled by the movement of said movable member to permit additional discharge of fluid from said casing in varying amounts, and means controlled by the movement of said movable member for applying the brakes of the locomotive When a perdetermined speed is reached.

11. A hydraulic governor for locomotives comprising a casing having an outlet of constant size, a piston mounted in said casing, said casing being provided With a second out-let varying in size according to the position of said piston, a pump connected to said locomotive, a reservoir arranged adjacent said casing, connections between said reservoir, said pump, and said casing, and means-controlled by the movement of said piston to apply the brakes of said locomotive when a predetermined speed is reached.

12. A hydraulic governor for locomotives comprising a cylinder, a piston mounted in said cylinder, said cylinder being provided with an outlet of constant size, the lower face oi said piston being provided with a recess, a tapered metering tube arranged in the bottom of said cylinder and extending into said recess, a ring carried by said piston and surrounding said tube, means for delivering fluid to said cylinder in amounts varying in accordance With the speed of the locomotive, and means controlled by the movement of said piston for applying the brakes of the locomotive when a predetermined speed is reached.

13. A hydraulic governor comprising a chamber through Which fluid is adapted to pass and having a movable Wall, means controlled by the apparatus to be governed to vary the amount of fluid delivered to said chamber, said movable Wall being adapted to alter its position according to the volume of fluid delivered to said chamber whereby the volume of said chamber changes, and means for increasing the rate of discharge of fluid from said chamber as the volume thereof increases.

In testimony whereof, I atlix my signature.

FREDERICK W. MURRAY. 

